Aeroplane construction



Dec. 3, 1935. J. H. WENDT AEROPLANE CONSTRUCTION Filed Jan. 4, 1934 5 Sheets-Sheet 1 Dec. 3, 1935. J. H. WENDT 2,023,213

AEROPLANE CONSTRUCTION Filed Jan. 4, 1934 5 Sheets-Sheet 2 f lvarmyjuzgf Dec. 3 J H AEROPLANE CONSTRUCTION Filed Jan. 4, 1934 5 Sheets-Sheet 3 Dec. 3, 1935. J. H. WENDT AEROPLANE CONSTRUCTION Filed Jan. 4, 1934 5 Sheets-Sheet 4 1386- 1935- J. H. WENDT AEROPLANE CONSTRUCTION Filed Jan. 4, 1934 5 Sheets-Sheet 5 Patented Dec. 3, 1935 UNITED STATES PATENT OFFICE AEROPLANE CONSTRUCTION Application January 4, 1934, Serial No. 705,276

6 Claims.

This invention relates to an aeroplane and has special reference to an aeroplane of the amphib ian type capable of taking off and landing on either water or land. 7 v

More particularly, this invention relates to an amphibian aeroplane having a hull for carrying passengers, which hull rests in the water and has a bottom or planing surface of a truncated V- shape, the hull having wings extending on opposite sides thereof substantially midway of the height thereof. Each of the wings is provided with a substantially horizontal portion for connection with the hull and an inclined portion extending ouwardly from the horizontal portion, the inclined portions of the wings being substantially greater than the horizontal portions and having combination floats and landing gears at substantially the juncture therebetween.

It is well known that the usual amphibian plane requires substantially more power for effective performance than a land plane of the same or similar size and capacity. This invention contemplates an amphibian plane having a carrying capacity equal to a land plane of the same or similar size and having a total weight similar to the total weight of a land plane of the same size, requiring at least not more than the power usually supplied to the ordinary land plane and effecting the same or better performance than an amphibian plane with much less horse power.

For an effective performance in a sea or amphibian plane, it is most desirable to obtain a quick take-off and in most all cases it is neces sary to have a power plant much greater and ther'efore much costlier and heavier than that of a land plane. The difference between the land and sea planes is due, of course, to the higher friction of the hull or pontoons in the movement thereof through the water as compared to a minimum of friction obtained in a wheel of a land plane rolling over the ground.

The take-off is accomplished most generally by getting lift on the wings of the plane and raising the boat or hull to the surface of the water to reduce the friction until sufiicient speed is obtained to eliminate the friction and to lift the plane from the water. The lifting power of the wings, therefore, raises the plane to the surface of the water and then out of the water and in most cases the take-off speed is from seventy to e1ghty miles per hour and the boat has an angle cf about five degrees against the surface of the water just prior to the take-off.

The application of the present invention contemplates a substantially different principle in that the lifting of the plane to the surface of the water is accomplished primarily by the lifting power of the bottom of the plane rather than the lifting power of the wings. The hull, by reason of its truncated V-shape section raises itself to 5 the surface as the boat moves along the water and this action occurs long before there is sumcient lifting power on the wings to raise the hull to the surface. In actual test the hull came to the planing surface or that portion of the truncated V-shape section resting on the surface at a speed of less than forty miles per hour and, therefore, from such performance it is readily understood that an easier and quicker take-ofi was obtained than the usual type amphibian or sea planes. Further, this take-off was accomplished with only fifty-five percent of the horse power of the usual type sea or amphibian plane of similar capacity. l

It has hereinabove been mentioned that the bottom of the hull or boat is of a trlmcated V- shape when viewed in cross section with the flat bottom portion originating from a point at the forward end and gradually increasing to a maximum width of about one-third of the total width of the hull. By reason of the truncated V-shape of the bottom of the hull with the forward end originating in a point, the nose of the hull parts the water and presses the water into a deslred flow under the planing surface. The hull is given a desired lifting power with a minimum of friction so that the hull rises to the surface of the water without the material assistance of the lifting power of the wings. To further minimize the friction of the boat in the water, the planing surface of the hull, together with the truncated V- shape portion terminates near a central portion of the overall length thereof in a stepped portion arranged in a V-shape with air vents ex-' tending from the interior of the boat to break 40 the suction. This step is preferably located behind the center of gravity of the plane in order that after the plane comes to its planing surface it will be on an even keel and at a minimum angle against the surface of the water. This provides for a gain of high speed in a comparatively short time and permits a faster take-off from the water.

- As will hereinafter be more particularly pointed out, the bottom of the hull is so constructed that there will be no spray to obstruct the visibility of the pilot which is very desirable since in the usual type of plane the visibility is materially affected by such spray.

The wings extending from the hull are posi--5 tioned substantially midway of the height thereof to give a substantially cross-shaped appearance to the plane. By such a construction, it is contemplated to bring the most substantial weight of the plane, including the hull, motors, and wings, in close proximity to each other and closely adjacent to the water line to reduce the possibility of tipping while resting on the water. The wing floats may thus be made much smaller and less weighty and they may be positioned much closer to the hull which is of great importance in making a landing. When the wing floats are necessarily positioned a substantial distance from the hull, a greater opportunity for damage is afforded and a substantially stronger construction is necessary. Further, when the floats are positioned a substantial distance from the hull, the plane is swung out of a true course in landing should the wings be tilted'so as to permit one of the floats to strike the water before the other. It is necessary to provide struts and wires for strength in the usual type of float construction; whereas in the present construction, the floats are built directly onto the wings without the use of reenforcing struts and wires.

Since the wings extend substantially midway of the hull and close to the water, the outwardly extending portions thereof may be tilted upwardly and preferably on the center of tilt of the hull so that should be plane be tilted, the wings may ride the crest of the waves or the surface of the water and, in other words, become a part of the float. It would be substantially impossible in landing to tip the plane at such a dangerous angle as to cause the plane to sink into the water. In the usual type sea plane where the wings are positioned above the hull, a line extending from the center of the tilt of the plane could only meet the wing at an angle and could not be coplaner therewith, whereby any abnormal tilt of the plane would cause the wings to submerge in the water.

The hull and the wings of the present invention are built water-tight and in case of emergency where it may be assumed that many of the water-tight compartments are damaged, the hull as well as the floats may tend to submerge in the water and the wings will lend sufilcient floating power to keep the plane from sinking below the level of the wings. In the construction herein contemplated, the doors and windows for the passengers and pilot are above the top of the wings and irrespective of whether or not the hull and floats are damaged, the shoulder line of the passengers will always be above the water line and, therefore, the passengers do not have to leave the cabin in emergency since the plane will not sink deeper than the seats and the passengers are not in danger of being trapped. It is further provided that the power plant be above the wings which will make possible the taxiing of the plane to the shore even in a partly submerged condition since the controls can be worked while in such condition and the plane will not be left helpless in the water. In the usual type of sea plane, it is not possible to keep the hull fiom being entirely submerged in the water since the wings are disposed about at the level of the top of the hull or thereabove and the passengers are in effect trapped. It would, of course, be impossible to control the engines and accomplish the purposes provided above.

It is further pointed out that the motors are preferably disposed at an angle to the longitu dinal axis of the hull, or, in other words, the axes of the motor shafts converge rearwardly and that the space between the motors is substantially greater than the space between the rudders. In an emergency such. for example, as the failure of one of the motors, the back wash of air from the propeller of the operating motor directed at an angle to the rudders will tend to stabilize the direction of movement of the plane. In the usual type of aeroplane construction, so far as applicant is aware, the back wash of air from a single propeller is directed parallel to the rudder blade and the plane would be directed in a circular course.

One of the objects of this invention is to provide an amphibian plane of the type above noted in which the same or better performance is had with much less horse power than the usual amphibian or land plane.

Another object of this invention is to provide an amphibian plane of the type above pointed out having a carrying capacity equal to that of the usual land plane of the same or similar size with a total weight similar to the total weight of a land plane.

It is also an object of this invention to provide an amphibian plane of the character hereinabove set forth in which the wings are positioned sub stantially midway of the heightof the hull to centralize the heavier portions of the plane at the hull.

Again, i is the object of this invention to provfde an mphibian plane of the type above referred to in which the lower surface of a substantial portion of the wings is tilted at an angle which extends radially from the center of tilt of the hull.

It is a further object of this invention to provide an amphibian plane of the character above pointed out in which the passengers are seated substantially above the water line in a. normal condition of the plane with a substantial portion of their bodies above the level of the wings in order to prevent trapping in case of the partial submersion of the plane.

Other objects and advantages will hereinafter be more particularly pointed out and for a more complete understanding of the characteristic features of this invention, reference may now be had to the following description when taken together with the accompanying drawings, in which latter:

Figure 1 is a top plan view of the aeroplane embodying the features of this invention;

Fig. 2 is a front elevational view of Figure 1; Fig. 3 is a side elevational view of Figure 1;

Fig. 4 is a side elevational view of the hull:

shown in Figure 1 with the wing construction thereof in dotted lines;

Fig. 5 is a bottom plan view of Fig. 4, showing the wings and tail construction broken away:

Fig. 6 is a sectional view taken on the line 6-45 of Fig. 4;

Fig. 7 is a view similar to Fig. 6 taken on the line 1-1 of Fig. 4;

Fig. 8 is a view similar to Fig. 7 taken on the line 8-8 of Fig. 4;

Fig. 9 is a view similar to Fig. 8 taken on the line 9-9 of Fig. 4;

Fig. 10 is a view simlar to Fig. 9 taken on the line Ill-i0 of Fig. 4;

Fig. 11 is a view similar to Fig. 10 taken on the Fig. 14 is a view similarto Fig. 13 of another common type of construction;

Fig. 15 is a plan sectional view of one of the floats showing in detail the retractible landing gear construction incorporated therein;

Fig. 16 is a sectional view taken on the line l6|6 of Fig. 15;

Fig. 17 is a full size fragmentary sectional view of a portion of the hull construction taken on the line I 1-" of Fig. 5;

Fig. 18 is a view similar to Fig. 17 taken on the line |8-|8 of Fig. 5;

Fig. 19 is a full size fragmentary sectional view taken on the line |9|9 of Fig. 5;

Fig. 20 is a full size fragmentary sectional view taken on the line 2ll--2|l of Fig. 15;

Fig. 21 is a sectional view taken on the line 2|2| of Fig. 20, showing the carriage wheel in elevation;

Fig. 22 is a diagrammatic exaggerated view of the usual type of aeroplane showing the location of the motors and rudders; and

Fig. 23 is a view similar to Fig. 22, showing the positioning of the motors and rudders in the present invention.

Referring now to the drawings, and more particularly to Figs. 1 to 3, inclusive, thereof, the aeroplane of this invention comprises essentially a hull 25 of elongated stream line shape for supporting the aeroplane on a body of water, the hull having wings 26 and 21 extending from opposite sides thereof substantially midway of the height thereof in substantial cross-shape. Each of the wings 26 and 21 is provided respectively with substantially horizontal portions 28 and 29 for connection with the hull and inclined portions 30 and 3| extending outwardly from the horizontal portions, the inclined portions of the wings being substantially greater than the hori- Zontal portions and having combination floats and landing gears 32 and 33 at substantially the juncture thereof and preferably secured to the horizontally extending portions 28 and 29.

Motors 34 and 35, either of the pusher or tractor type, are mounted preferably above the wings on each side of the hull and are secured in position by the usual struts and braces. Propellers 35 and 31 are mounted on the motor shafts extending from the motors 34 and 35, respectively. the motor shafts being preferably disposed at an angle to the longitudinal axis of the hull 25 or converging rearwardly for purposes which will hereinafter be more particularly pointed out. The rear end of the aeroplane is provided with the usual tail wing construction 38 having a pair of spaced rudders 39 and 40 dfsposed in the usual manner above the tail wing. The space between the rudders 39 and 4|] is preferably substantially smaller than the space between the axes of the motor shafts at the propellers.

Referring now more particularly to Figs. 4 to 11, and 1'7 to 19, inclusive, the construction of the hull 25 is shown in detail. The hull, as a whole,

ribs or corrugations. The side walls are joined at the upper ends thereof by a ceiling or top panel 43 suitably secured and reenforced. It is desirable, particularly when resting on the surface of a body of water, to have an entrance from the top and in such event a suitable passage 44, as shown more particularly in Fig. 1, may be provided to be enclosed by a suitable hatch 45.

The bottom of the hull is provided preferably with a plate 46. The plate 45, which preferably extends a substantial distance beyond the plane of the side walls 4| and 42 at the forward end of the hull, as shown more particularly in Fig. 17, engages an outwardly extending peripheral portion 41 of the side walls thereof. The contacting surfaces of. these extending portions are painted with an asphalt paint or other waterproofing compound and are secured together by rivets 48 or other like means for purposes of providing a water-tight joint or connection. The extending portions are preferably inclined slightly downwardly from the horizontal for the purpose of providing a spray shield and to direct the course of the water in a desired condition upon the movement of the hull in the water. 2.

The side, top and bottom walls of the hull are secured to a tubular or other frame work 49 by means of brackets or straps 50, the straps being of any desired shape such for instance as that shown by full lines or dotted lines in Fig. 17, the full line construction being square and the dotted line construction conforming to the contour of the tube. These straps are riveted, welded, or otherwise secured to the side, top or bottom walls and positively position the pates against displacement.

It has been found desirable for effective performance to obtain a: quick take-off and it has been found that friction can be minimized in the type of sea plane herein contemplated to compare favorably with that minimum of friction obtained in a wheel or land plane rolling along the ground. It is contemplated by this invention to raise the plane to the surface of the water primarily by the action of the hull or boat 4.

moving through the water rather than by the lifting power of the wings. This result is accomplished in the peculiarly shaped bottom construction at the forward portion of the hull.

The nose of the hull is substantially bullet- 5 shaped, that is, the outer periphery gradually increases from a small arc to a maximum width terminating in a V-shaped step portion indicated at 5|. This portion of the hull is provided preferably with a separate compartment 52 formed in 5.

a substantial y truncated V-shape, the wall 53 being formed of sheet metal and lying adjacent the plate of the hull 25 and extending beyond the plane of the side walls 4| and 42 and the outer wall 54 being formed preferably of several sheets of metal and being spaced from the wall 53 and having the peripheral edges 55 thereof extending beyond the plane of the side walls 4| and 42 to engage the extending portions of the plate 53, as

shown more particularly in Fig. 17.

The engaging faces of the projecting portions of the plates 53 and 54 are coated with an asphalt paint or other water-proofing compound to provide a water-tight construction and are secured together by means of rivets 56 or in any other suitable manner. The extending peripheral edges of the plates 53 and 54 are secured in engagement with the extending edges of the plates 42 and 53, there being a cork or other filler 51 therebetween and a channel covering 58 therearound suitably 7 secured by means of rivets 59, or the like. When it is desired to remove the compartment 52 from the bottom of the hull, it will be only necessary to release the channel shaped band 58 from the assembled peripheral edges by chipping the heads of the rivets 59 and thus the above noted bottom construction of the hull is readily detachable in case of damage for repair. Further, the assembled peripheral edges are preferably inclined slightly downwardly from the horizontal to conflne the spray of water which normally hugs the inclined surfaces of the boat and prevent a spray from impairin the vision of the pilot.

The bottom of the hull at the rear thereof may not preferably be provided with a separate compartment since there is considerably less liability of that part becoming damaged and it receives considerably less abuse and wear. Therefore, referring now more particularly to Fig. 18, a plate 60 preferably of V-shape is secured at its peripheral edge to an extension of each of the plates forming the side and bottom walls 42 and 46, respective.y.- These extending portions are irected downwardly in a vertical manner preferably and the contacting faces are supplied with an asphalt paint or other water-proofing compound, whereafter the extensions are riveted or otherwise secured together in a water-tight joint.

As .I have hereinbefore stated, the bottom plate 54 of the compartment 52 at the forward end of the hull, may be formed of several sheets of metal and referring now more particularly to Fig. 19, the plates 54 are shown as being joined by means of peripheral portions 6! and 62 extending outwardly to be joined by a channel strip 83, there being asphalt paint or other waterproofing compound between the contacting faces of the projecting portions. The channel strip is suitably secured to the projecting portions as by means of rivets and the like, and the truncated V-shape is maintained by means of the provision of an angle member 64, to which the sheet metal strips 54 are attached. It may be preferable, as is shown in the drawings, to provide a plurality of longitudinally extending projecting portions 65 on the bottom of the truncated V- shape compartment 52, these members being preferably formed of elongated strips of substantially V-shape cross section in a spaced relation suitably secured to the bottom plates 54 by means of rivets or the like.

By reason of the pockets formed between the projections, an air cushion is provided when landing in the water and the bottom construction is materially strengthened. Further, when beaching the plane, these projecting V-shaped members deflect rocks and otherwise protect the bottom sheets of the compartment 52. The projections may be disposed on each of the three plates 54 or may be provided on the flattened portion of the truncated V-shape member alone, as desired.

Referring now more particularly to Figs. 12 to l4, inclusive, a comparison of the wing construction of the present application and that of prior art constructions is shown. In the present application, as illustrated in Fig. 12, the bottom surface of the inclined portion of the wing extends substantially radially from the center of tilt of the hull 25, as indicated by the broken line A-A which, as shown in the drawings, passes through substantially the intersection of the normal water level and the vertical central plane of the main body portion, or in this instance the hull .25. By the use of such a construction it would be substantially impossible in coming to rest on the surface of the water to tip the plane at such a dangerous angle as to cause the plane to sink into the water, the inclined lower surface of either wing contacting with the water substantially throughout the entire length thereof at substantially the same time.

The wings striking the surface of the'water would act in the capacity of a float and would not submerge the plane. As before stated, the wings are of all metal construction and are formed water-tight and are, in effect, a part of the floats. Referring to Fig. 13, it will be noted that a substantial angle indicated by the reference character y is obtained between a line drawn radially from the center of tilt of the hull 25' to the tip of the wing and the bottom surface of the wing, such radial line being indicated by the broken line A A Such a type of plane, when coming to rest on the water at any abnormal angle or in a condition where the floats are damaged, would strike the water and cut into the water rather than float on top so that the plane would become submerged. The same is true of the type of construction shown in Fig. 14, where the radially extending line indicated by the broken line A -A from the center of tilt of the hull 25 forms an angle indicated by the numeral 1' with the underneath side of the wing.

Further, by reason of the fact that the wings of the present application extend substantially centrally of the overall height of the hull should the water-tight compartments of the hull and float become damaged, the plane would float on the wings so that the plane could taxi to shore with the use of the motors and propellers, the water line being indicated by the broken line BB. In this instance, the passengers and pilot would not be trapped below the water line, as indicated by the dotted line C representing the shoulder line of the pilot and passengers, but they would be inconvenienced only slightly during such a mishap. In the other types of construction, the hulls 25 and 25 would become totally submerged, as indicated by the water lines B B and B B which are considerably higher than the shoulder levels of the passengers indicated by the respective reference characters C and C The shoulder lines C and C would be such as to prevent occupancy by the passengers and pilot even though the wings were able to keep the plane afloat. It would not, however, enable the pilot to have control of the motors nor in no instance would the motors be permitted to operate.

It is also to be noted that by reason of the wings being positioned midway of the overall height of the hull that the substantial weight is centralized and occasions but a minimum resistance in the air while in flight. In the types shown in Figs. 13 and 14, the float extends from the wings a substantial distance and is supported by struts and braces, all of which create substantial wind resistance and added weight to. the plane. In the present application, the floats are formed as a part of the wing and offer but slight resistance to the effectiveness of the plane.

Referring now more particularly to Figs. 15, 16, 20 and 21, a landing gear construction is shown as being retractible in the float. The float comprises a water-proof housing formed integrally with the wing and preferably the horizontally extending portion thereof, the float providing a housing for the wheel and associated movable elements. The landing gear comprises a pair of spaced tracks 68 secured preferably to the wing frame work, which latter is formed of the usual tubular or other usual type of construction. Each of the tracks 66 comprises a horizontally extending flat portion having preferably integrally formed depending members 61 extending therefrom, the lower portions 68 of the depending members converging inwardly and downwardly to horizontally extending runways 69 extending longitudinally in the direction of the upper flat portion. The runways 69 are engaged by preferably two pair of spaced rollers 10, which latter are suitably mounted on a shaft H extending from a carriage 12. The carriage 12 is shown as being substantially triangular in shape, having one pair of rollers 10 adjacent each end on one side of the triangularly-shaped carriage and providing a hearing at the depending portion of the carriage for receiving a pivotal connection of the shock absorber 13. The other end of the shock absorber I3 is secured to a pivotal support 14 for the wheel I5, the pivotal support 14 being mounted on a brace 16 pivotally attached to the other end to a bearing 11 preferably supported by the frame work of the wing.

The wheels H! of the carriage have a running engagement on the runway 69, the bevel on the outside face of each of the wheels being inclined less than the inclination of the depending portion 68 whereby a minimum of friction is had during the movement of the carriage to operate the wheel to an extended condition. By this construction there is suflicient clearance between the face of the wheel and the depending portions of the track to prevent substantial friction, the only engaging portion being close to the runway at the angular portions thereof.

The movement of the carriage is controlled in one direction by means of a flexible connection 18 secured to one end of the carriage and extending preferably rearwardly therefrom over a pulley and thence forwardly and upwardly through the wing construction to a position such that it may be manually or otherwise controlled by the pilot. The other end of the carriage is secured to a flexible connection 19 attached to the wheel bearing 14. The weight of the wheel and its associated elements is sufficient to permit the same to fall by gravity to an extended position for use in landing. The force of gravity is overcome in the movement of the carriage I2 in an opposite direction to move the wheel 15 and its associated elements to a retracted position within the float through the manual or other control of the flexible connection 18. Therefore, the movement of the landing gear from a lower position to a retracted position and vice verse. is controlled by the movement of the carriage 12 along the track 66 as controlled by the flexible connection 18, the release of which permits a downward movement of the wheels and a movement in the opposite direction being accompanied by the raising of the wheel.

Referring now more particularly to Figs. 22 and 23, a comparison of the present application with the usual prior art construction is shown in the positioning of the motors and propeller operating shafts in their association with the rudders. In Fig. 22, the usual type of construction is shown wherein the propeller shafts or motors are arranged in a parallel relation and substantially in alignment with the rudders. Assuming that the motor B is forced out of operation, the back wash from the propeller of the motor A is directed rearwardly and in a parallel relation with the normal position of the rudders E and F. Such a condition would force the plane in a direction of movement indicated by the arrow 3". Referring now to Fig. 23, 5 the positioning of the motors or propeller shafts C and D is shown in their relation with the 'rudders G and H, the axes of the motors converging rearwardly. Should the motor D be forced out of operation, the back wash from the propeller of the motor C would strike the rudders G and H at an angle, thus moving the plane in a direction longitudinally of the axis thereof indicated by the arrow 11". These diagrammatic showings are, of course, greatly exaggerated merely to illustrate to better advantage the teachings of the invention therein.

While but a single embodiment of this invention is herein shown and described, it is to be understood that various modifications thereof may be apparent to those skilled in the art without departing from the spirit and scope of this invention and, therefore, the same is only to be limited by the scope of the prior art and the appended claims.

I claim:

1. An aeroplane of the monoplane type having a main body portion capable of supporting said aeroplane on a body of water, and a wing portion extending from each side of said main body portion, each of said wings having a major portion of the lower surface thereof so inclined upwardly and outwardly that a straight line extension thereof passes through substantially the intersection of the normal water level and the vertical central plane of the main body portion.

2. An aeroplane of the monoplane type having a main body portion capable of supporting said aeroplane on a body of water, and a wing portion extending from each side of said main body por- 40 tion, each of said wings having a major portion of the lower surface thereof inclined upwardly and outwardly at such an angle that upon tilting of the main body portion said inclined lower surface will contact with the water throughout substantially the entire length thereof at substantially the same time.

3. An aeroplane of the monoplane type having a main body portion capable of supporting said aeroplane on a body of water, and a water-tight wing portion extending from each side of said main body portion capable of supporting said aeroplane on a body of water, each of said wings having a major portion of the lower surface thereof so inclined upwardly and outwardly that a straight line extension thereof passes through substantially the intersection of the normal water level and the vertical central plane of the main body portion.

4. An aeroplane of the monoplane type having a water-tight main body portion of sheet metal capable of supporting said aeroplane on a body of water, and a water-tight wing portion of sheet metal extending from each side of said main body portion, each of said wings having a major portion of the lower surface thereof inclined upwardly and outwardly at such an angle that upon tilting of the main body portion said inclined lower surface will contact with the water throughout substantially the entire length thereof at 7 substantially the same time.

5. An aeroplane of the monoplane type having a main body portion capable of supporting said aeroplane on a body of water, a wing portion extending from each side of said main body por- 7 supporting said aeroplane on a body of water, and a watertight wing portion extending from each side of said main body portion, each of said wings having a major portion of the lower surface thereof inclined upwardly and outwardly at such an angle that upon tilting of the main body portion said inclined lower surface will contact with the water throughout substantially the entire length thereof at substantially the same time.

JOHANNEB H. WENDT. 

